Vessel

ABSTRACT

The present disclosure relates to a vessel that comprises at least one super structure configured to at least in part translate relative to said hull between a first position and at least one other position. The at least one superstructure in said first condition at least in part defines a first zone suitable for accommodating at least one person and/or vehicle, and the at least one superstructure in said second condition at least in part defines a second zone suitable for accommodating at least one person and/or vehicle. Preferably the at least one superstructure at least in part separates the first and second zones. Preferably the vessel&#39;s centre of mass is aft of mid-ship in the first condition and forward of mid-ship in the second position.

CROSS-REFERENCE TO RELATED APPLICATION(S)

This application is a Continuation of U.S. patent application Ser. No.15/286,316 filed Oct. 5, 2016, which further is a Continuation of U.S.patent application Ser. No. 14/142,419, filed Dec. 27, 2013, now U.S.Pat. No. 9,493,046 issued Nov. 15, 2016, which is a Continuation-in-Partof International Application No.: PCT/IB2012/053313, filed Jun. 29,2012, which claims priority to New Zealand Patent Application Nos.594876 filed Aug. 29, 2011, and 593829 filed Jun. 30, 2011. Thedisclosure of the prior applications are here by incorporated in theirentirety by reference.

BACKGROUND

Aspects of the present disclosure relate to improvements in or relatingto a vessel.

More particularly but not exclusively it relates to a vessel with adeployable ramp for loading of the vessel.

Marine vessels are vehicles designed for transporting persons and/orgoods over a body of water. Vessels are used for a variety of purposessuch as recreation, fishing, or cargo transportation. Such vessels arenormally designed optimally be for their particular application. In somesituations it is desirable to have a vessel that is more versatile inthat is can be used for more than one purpose. In such a situation it isbeneficial that the vessel is designed and configured to suit all itsintended purposes. Due to the specific nature of some applications,designing a vessel for multiple applications can be problematic. It isbeneficial to have a vessel that is reconfigurable to more readily allowit to be configured for a variety of specific applications.

In some applications it is desirable to transport an auxiliary vehicleover a body of water. Traditionally this has been done using largeferries and barges with suitable loading ramps and/or doors. In somesituations it is desirable that several vehicles can be transported on asmaller vessel.

So called landing craft are well known and have been used extensivelythrough history for carrying small numbers of people and vehicles fordeploying on land. Various systems are employed for allowing ingress andegress of vehicles and persons from such vessels such as ramps and/ordoors. Some such landing craft, in addition to being waterborne, alsoinclude systems for allowing the vessel to move across land by meanssuch as tracks or wheels. Many of such vessels were used for militaryapplications and are configured for the specific purpose of deployingpeople on a piece of land, for example amphibious armoured personalcarriers.

There is a need for a vessel suitable for carrying and deploying anauxiliary vehicle that is also suitable for other applications.

SUMMARY

In some embodiments, a vessel as described herein may be capable ofbeing reconfigured to improve its suitability for a variety ofapplications.

In some embodiments, a vessel as described herein may overcome or atleast ameliorates some of the abovementioned disadvantages or which atleast may provide the public with a useful choice.

In this specification, where reference has been made to external sourcesof information, including patent specifications and other documents,this is generally for the purpose of providing a context for discussingthe features of the present disclosure. Unless stated otherwise,reference to such sources of information is not to be construed, in anyjurisdiction, as an admission that such sources of information are priorart or form part of the common general knowledge in the art.

Herein described is a vessel comprising:

a hull,

at least one super structure configured to at least in part translaterelative to said hull between a first position and at least one otherposition (herein after “second condition”),

wherein said at least one superstructure in said first condition atleast in part defines a first zone suitable for accommodating at leastone person and/or vehicle,

and wherein said at least one superstructure in said second condition atleast in part defines a second zone suitable for accommodating at leastone person and/or vehicle.

Preferably the at least one superstructure at least in part separatesthe first and second zones.

Preferably the vessel's centre of mass is aft of mid-ship in the firstcondition and forward of mid-ship in the second position.

Alternatively the vessel includes a balancing means suitable forensuring the vessel's centre of mass remains substantially constant.

Preferably the centre of mass is maintained proximate an axis extendingvertically through the centroid of the vessel.

Preferably the vessel has a deck.

Preferably the at least one superstructure is at least in part supportedon said deck

Preferably the at least one superstructure at least in part forms ahousing.

Preferably the housing is configured to accommodate at least one person.

Preferably the housing includes one or more means for controlling thevessel's movement.

Preferably the superstructure is a combination of any one or more of thefollowing,

a pilot housing,

a cabin, and

a structure supporting and/or enclosing the helm.

Preferably the at least one super structure is configured to at least inpart translate along an axis.

Preferably the axis extends between the bow and stern of the vessel.

Preferably the axis is parallel the longitudinal direction of thevessel.

Preferably the first and second zones are at least in part defined onthe deck.

Preferably the first zone is located more proximate the bow of thevessel than the second zone.

Preferably the first zone is located at or proximate the bow of thevessel.

Preferably the vessel includes a ramp and/or door (hereinafter “ramp”)

Preferably the ramp is located proximate the bow of the vessel.

Alternatively the ramp is located proximate the stern of the vessel.

Preferably the ramp is configured to facilitate ingress and/or egress ofpersons and/or matter from the vessel.

Preferably the ramp is configured to facilitate ingress and/or egress ofpersons and/or matter from the first zone.

Preferably the ramp is configured to allow ingress and/or egress ofpersons and/or matter from the second zone.

Preferably the ramp forms part of the hull.

Preferably the ramp forms part of the bow of the hull.

Preferably the vessel is amphibious

Preferably the vessel includes tracks suitable for supporting andtransporting the vessel over land.

Preferably the tracks are deployable from a retracted position withinthe vessel's hull.

Preferably the first zone is fully defined when the superstructure is insaid first condition and the second zone is fully defined when thesuperstructure is in the second condition.

Preferably the first and second zones are partially defined when saidsuperstructure is between said first and second conditions.

Preferably any superstructure and/or zone configured to accommodate atleast one person and/or vehicle is also suitable for accommodatingalternative cargo and/or goods.

Preferably, the vessel further comprises

-   -   a ramp arrangement extending between the demi-hulls,        -   the ramp arrangement presenting an outer surface;        -   the ramp arrangement being moveable at least between            -   a retracted position in which the vessel is rendered                seaworthy, and            -   a deployed position in which the ramp arrangement                facilitates ingress and egress from the vessel;    -   wherein when the ramp arrangement is in its retracted position,        the outer surface of the ramp arrangement is configured to        complement the configuration of the partly formed demi-hulls to        form a seaworthy outer hull configuration presenting a plurality        of fully formed demi-hulls.

Preferably, when the ramp arrangement is in its retracted position, theouter surface of the ramp arrangement complements the configuration ofthe partly formed demi-hulls to present at least one or more wavepiercing surfaces.

Preferably, at least one or more outer surfaces of the ramp arrangementwill be coplanar with a surface of at least one of the partly formeddemi-hulls when the ramp arrangement is in its retracted position.

Preferably, at least one or more outer surfaces of the ramp arrangementwill be coplanar with a surface of both of the partly formed demi-hullswhen the ramp arrangement is in its retracted position.

Preferably, the ramp arrangement presents a pathway for ingress andegress from the vessel in its deployed position.

Preferably, when the ramp arrangement is in its retracted position, theramp arrangement interacts with the partly formed demi-hulls to presenta waterproof outer hull.

Preferably, the ramp arrangement is movable between its retracted andits deployed position at least partially by pivotal movement.

Preferably, the ramp arrangement is movable between its retracted andits deployed position at least partially by pivotal movement about apivoting arrangement.

Preferably, the ramp arrangement is movable between its retracted andits deployed position at least partially by pivotal movement about apivoting arrangement at or towards a lower edge of the ramp arrangement.

Preferably, the ramp arrangement is movable between its retracted andits deployed position at least partially by linear movement.

Preferably, the ramp arrangement is movable between its retracted andits deployed position at least partially by linear movement of a sliderarrangement.

Preferably, the ramp arrangement is movable between its retracted andits deployed position at least partially by linear movement at ortowards a lower edge of the ramp arrangement.

Preferably, the ramp arrangement is at least partially planar inconfiguration.

Preferably, the ramp arrangement comprises demi-hull part formations forcomplementary engagement with the partly formed demi-hulls to presentfully formed demi-hulls.

Preferably, in its deployed position, the ramp arrangement presents asubstantially horizontal surface to facilitate ingress and egress fromthe vessel.

Preferably, in its deployed position, the ramp arrangement facilitateingress and egress from the vessel by one or more selected from:

-   -   a vehicle;    -   a vessel;    -   a person; any    -   any other matter.

Preferably, the ramp arrangement comprises a plurality of sectionsmovable relative to each other.

Preferably, the ramp arrangement comprises a bow section and a coversection.

Preferably, the demi-hull part formations extend from the bow section.

Preferably, the bow section and the cover section are pivotably movablerelative to each other.

Preferably, the cover section and the bow section are configured to bemovable relative to each other between a

-   -   folded position in which cover section is at an acute angle to        the bow section; and    -   an aligned position in which the cover section and a the bow        section present a substantially aligned pathway for ingress and        egress to and from the vessel.

Preferably, the cover section and the bow section are configured to moveto their folded position when the ramp arrangement is in its retractedposition.

Preferably, the cover section and the bow section are configured to moveto their aligned position when the ramp arrangement is in its deployedposition.

Preferably, the cover section is configured to cover at least part ofthe bow of the vessel.

Preferably, the ramp arrangement seals against the bow of the vessel inits retracted position.

Preferably, the ramp arrangement in its deployed position is configuredto extend to a position in which the foremost point of the ramparrangement is below the water line of the vessel.

Preferably, the vessel is an amphibious vessel.

Preferably, the vessel comprises at least one set of deployable wheels.

Preferably, the vessel comprises a plurality of sets of deployablewheels.

Preferably, at least one set of deployable wheels is associated with atrack arrangement.

Preferably, each set of deployable wheels are associated with a trackarrangement.

Preferably, the vessel comprises a deck, and the lower edge of said bowsection is located substantially in line with the deck.

Preferably, at least one of the demi-hulls comprises an upper surface.

Preferably, at least one of the demi-hulls comprises an upper surface,thereby enclosing an enclosed region within the demi-hull.

Preferably, the enclosed region is water tight.

Preferably, each demi-hull comprises an upper surface enclosing awatertight enclosed region.

Preferably, the vessel comprises a deck extending between the demihulls.

Preferably, at least one of the demi-hulls comprises a recess in itsupper extending at least partially into its upper surface, and alignedwith the level of the deck to thereby increase the deck width of thevessel.

Preferably, the width of the pathway provided by the ramp arrangement inits deployed position is wider than the deck.

Preferably, the width of the pathway provided by the ramp arrangement inits deployed position is wider than the deck, and equal to or smallerthan the extended deck width of the vessel.

Preferably, the amphibious vessel comprises

-   -   at least one or more deployable motive pods, each motive pod        being associated with a hull recess in the hull, and movable        between        -   a deployed position in which the amphibious vessel is            movable on the motive pods over land; and        -   a stowed position in which the motive pod are stowed for use            while the amphibious vessel is travelling over water;    -   at least one or more deployment mechanisms configured for moving        the motive pod between their deployed position and their stowed        position, each deployment mechanism associated with at least one        motive pod and comprising        -   a horizontal translation mechanism configured to move the            motive pod between            -   a proximal condition in which the motive pod is at least                partially received into recess; and            -   a distal condition in which the motive pod is located                distally of the proximal condition;        -   a lowering mechanism for moving the motive pod between            -   a lower position in which the lowest point of the motive                pod is lower than the hull, and            -   an upper position in which the motive pod is located in                a position suitable for lateral movement into the hull                recess.

Preferably, each motive pod comprises one or more wheels.

Preferably, the each motive pod comprises an associated trackarrangement.

Preferably, each track arrangement comprises an endless track formation.

Preferably, the lowering mechanism is configured to move a motive podpivotally about a pivot axis.

Preferably, the hull presents at least a pair of sides with at least onehull recess extending into each of the sides.

Preferably, the amphibious vessel comprises a plurality of motive pods.

Preferably, the amphibious vessel comprises at least one or moredeployment mechanisms.

Preferably, a deployment mechanism is associated with each motive pod.

Alternately, one deployment mechanism is associated with a plurality ofmotive pods.

Preferably, at least one motive pod includes a track arrangement.

Preferably, each motive pod includes a track arrangement.

Preferably, the horizontal translation mechanism comprises a movingmember movable on a track.

Preferably, the horizontal translation mechanism comprises a movingmember linearly movable on a track arrangement.

Preferably, the track arrangement is a telescopic arrangement.

Preferably, the horizontal translation mechanism comprises a linearactuator.

Preferably, the linear actuator is a hydraulic ram.

Preferably, the lowering mechanism comprises a linear actuator forpivoting a pivot member about a pivot axis.

Preferably, the pivot axis is oriented horizontally.

Preferably, the pivot axis is oriented horizontally and substantiallytransversely to the length of the amphibious vessel.

Preferably, the linear actuator is a hydraulic ram.

Preferably, the moving member comprises end stop formations forpreventing the moving member moving off the ends of the track.

Preferably, the deployment mechanism comprises a locking mechanism forlocking the moving member in position.

Preferably, the locking mechanism is operable from the deck of thevessel.

Preferably, the locking mechanism is manually operable from the deck ofthe vessel.

Preferably, the locking mechanism is manually operable from the deck ofthe vessel via at least one or more hatches.

Preferably, the lowering mechanism comprises an aligning mechanism foraligning the motive pod with the hull recess for movement into itsstowed position as the lowering mechanism 250 is moving from its lowerposition to its upper position.

Preferably, the aligning mechanism is configured for aligning the motivepod in a suitable position for use in its deployed position as thelowering mechanism is moving from its upper position to its lowerposition.

Preferably, the aligning mechanism comprises

-   -   a stop member;    -   a sliding elongate member; and    -   a receiving formation configured for sliding connection with the        sliding elongate member.

Preferably, the stop member is located on the linear actuator.

Preferably, the receiving formation is located on the pivot member, andis configured to receive the sliding elongate member through oneselected from an aperture and a recess in a linearly sliding fashion.

Preferably, the receiving formation is connected to the pivot member ina pivoting fashion.

Preferably, the receiving formation is connected to the pivot member ina pivoting fashion by a pivoting joint.

Preferably, the sliding elongate member comprises a free end and aconnected end.

Preferably, the free end of the sliding elongate member is receivedthrough the selected from an aperture and a recess of the receivingformation.

Preferably, the connected end of the sliding elongate member ispivotally connected to the motive pod.

Preferably, the pivot member is pivotably connected to the motive pod.

Preferably, the pivot member is pivotably connected to the motive pod bya pivot joint.

Preferably, the pivot member is pivotably connected to the motive podasymmetrically, so that one side of the motive pod will hang downwardlyunder gravity when the motive pod is in its deployed position withoutcontact with a floor surface.

Preferably, when the lowering mechanism is in its lower position, thesliding elongate member does not make contact with the stop member.

Preferably, as the lowering mechanism is moved towards it upper positionfrom its lower position by pivoting of the pivot member, the free end ofthe sliding elongate member moves closer to the stop member.

Preferably, the free end of the sliding elongate member will makecontact with the stop member as the lowering mechanism is moved towardsit upper position, to thereby cause the motive pod to pivot about itspivot joint to align with the hull recess when the lowering mechanism isin its upper position.

Preferably, the one or more motive pods has an associated drivetransmission for driving movement of at least one wheel of the motivepods.

Preferably, the amphibious vessel comprises a control system.

Preferably, the amphibious vessel comprises a control system forcontrolling the steering of the amphibious vehicle on land.

Preferably, the steering of the amphibious vehicle on land is controlledby controlling the drive to at least one wheel in a motive pod.

Preferably, the steering of the amphibious vehicle on land is controlledby controlling angular movement of at least one wheel in a motive pod.

Preferably, the control system controls the steering of the wheels bycausing angular movement of at least one wheel in a motive pod.

Preferably, the control system is configured to control the drive to themotive pod.

Preferably, the control system is configured to control the drive to oneor more track arrangements in a motive pod.

Preferably, the control system is controlled by one or more selectedfrom a steering wheel a joystick and foot pedals.

Preferably, the hull presents at least a pair of sides.

Preferably, a motive pod is associated with each side.

Preferably, the amphibious vessel comprises hull recess covers for atleast partially covering the hull recesses at least when a motive podsare in their stowed position.

Preferably, the hull recess covers are configured to reduce drag on theamphibious vessel when the vessel is moving through water.

Preferably, the hull recess covers are movable by a moving mechanismbetween a covered position and an uncovered position.

Preferably, the moving mechanism is a pantographing mechanism.

The at least one hull may be a plurality of demi-hulls.

Preferably, the amphibious vessel comprises a pair of demi-hulls.

Preferably, at least one of the demi-hulls are fully formed.

Preferably, at least one of the demi-hulls are partly formed.

Preferably, the amphibious vessel comprises four hull recesses and amotive pod associated with each hull recess.

Preferably, the amphibious vessel comprises four hull recesses and amotive pod with a track arrangement associated with each hull recess.

Preferably, a pair of hull recesses are associated with each demi-hull.

Preferably, the pair of hull recesses present to an outer side of eachdemi-hull.

Preferably, a front hull recess and a rear hull recess is associatedwith each demi-hull.

The at least one hull may be a uni-hull.

Preferably, the uni-hull has at least one hull recess on each side.

Preferably, the uni-hull has a pair of hull recesses on each side.

Preferably, the hull recesses are disposed at least partially above thewaterline of the amphibious vessel when the vessel is moving throughwater.

Preferably, the hull recesses are disposed above the waterline of theamphibious vessel when the vessel is moving through water, to therebyensure that the motive pods are not submerged when the vessel is movingthrough water.

Preferably, the amphibious vessel comprises a flushing system forflushing water from a fresh water source through at least one or morehull recesses.

Preferably, the flushing system comprises connector formations forconnecting the flushing system to a fresh water source.

Preferably, the connector formations is a hose connector.

Preferably, the flushing system comprises at least one or more nozzlessuitable for spraying the inside of at least hull recess with water froma fresh water source when a fresh water source is connected.

Preferably, the motive pods are coupled to hull structure on theamphibious vessel.

Preferably, at least one motive pod comprises a suspension arrangementfor operably at least partially reducing forces acting on the hullstructure by dissipating the energy of forces acting on the motive pod.

Preferably, the suspension arrangement is selectable between

-   -   an engaged condition in which the suspension arrangement is        operable; and    -   a disengaged condition in which suspension arrangement is not        operable

Preferably, when the motive pods are in their deployed position, thesuspension arrangement is selectable between

-   -   an engaged condition in which the suspension arrangement is        operable; and    -   a disengaged condition in which suspension arrangement is        reduced in efficacy.

Preferably, when the motive pods are in their deployed position, thesuspension arrangement is selectable between

-   -   an engaged condition in which the suspension arrangement is        operable; and    -   a disengaged condition in which suspension arrangement is not        operable.

Preferably, the suspension arrangement is selectable between its engagedand disengaged condition by movement of the horizontal translationmechanism.

Preferably, the horizontal translation mechanism is configured to movebetween a suspension engagement position in which the suspensionarrangement is in its engaged condition, and a suspension disengagementposition in which the suspension arrangement is in its disengagedcondition.

Preferably, the suspension arrangement comprises a resilient member.

Preferably, the resilient member is a spring.

Preferably, the resilient member is an air spring.

Preferably, the movement of the horizontal translation mechanism to itsengaged condition causes the coupling of the pivot member to a swing armto thereby engage the suspension arrangement in its engaged condition.

Preferably, movement of the horizontal translation mechanism to itsdisengaged condition causes the decoupling of the pivot member to aswing arm to thereby disengage the suspension arrangement to itsdisengaged condition.

Preferably, when the suspension arrangement is in its engaged condition,the swing arm is caused to engage with the resilient member when thepivot member is pivoted in at least one direction.

Preferably the motive pods comprises a quick release mechanism, wherebythe motive pods are at least partially disengageable from the deploymentmechanism, to allow the motive pods to be manually maneuvered from thehull recesses. Preferably, the superstructure is movable by asuperstructure moving mechanism.

Preferably, the superstructure is movable by a superstructure movingmechanism that extends along the centre line of the vessel.

Preferably, the superstructure moving mechanism comprises a chain thatis engaged by at least one or more cogs.

Preferably, the superstructure moving mechanism comprises a chain in anendless loop, that is engaged by a pair of oppositely moving cogs.

Herein described is a superstructure suitable for mounting on a vessel,the superstructure comprising:

at least one member configured to at least in part translate relative toa vessels hull between a first condition and at least one othercondition (herein after “second condition”),

wherein said at least one member in said first condition at least inpart defines a first zone in said vessel suitable for accommodating atleast one person and/or vehicle,

and wherein said at least one member in said second condition at leastin part defines a second zone in said vessel suitable for accommodatingat least one person and/or vehicle.

Preferably said superstructure is configured to allow it to be retrofitted to an existing vessel.

Herein described is a vessel comprising:

a hull,

a deck,

first and second zones at least in part defined on said deck,

said first and second zones separated at least in part by asuperstructure configured to translate between a first and secondposition.

Preferably the first zone is defined when said superstructure is in saidfirst condition and said second zone is defined when said superstructureis in said second condition.

Preferably said second zone ceases to be or is only partially definedwhen said superstructure is in said first condition.

Preferably said first zone ceases to be or is only partially definedwhen said superstructure is in said second condition.

Preferably said the definition of said first and second zones isvariably dependent on the relative position of the superstructurebetween the first and second conditions.

Herein described is a vessel comprising:

any one or more of the following superstructures

a pilot housing

a cabin

a structure supporting and or enclosing the helm

wherein said any one or more superstructures can translate relative tothe hull.

Herein described is a method of configuring a vessel comprising the stepof: translating a superstructure of the vessel as herein previouslydescribed between the first or second condition and the other of saidfirst or second condition to thereby define the first or second zones.

Preferably said method of configuring the vessel comprises the furthersteps of deploying a vehicle and or passengers from said first or secondzones.

In a first aspect some embodiments described herein may broadly be saidto be a vessel comprising

-   -   a plurality of partly formed demi-hulls,    -   a ramp arrangement extending between the demi-hulls,        -   the ramp arrangement presents an outer surface;        -   the ramp arrangement being moveable at least between            -   a retracted position in which the vessel is rendered                seaworthy, and            -   a deployed position in which the ramp arrangement                facilitates ingress and egress from the vessel;    -   wherein when the ramp arrangement is in its retracted position,        the outer surface of the ramp arrangement is configured to        complement the configuration of the partly formed demi-hulls to        form outer hull configuration presenting a plurality of        seaworthy fully formed demi-hulls.

Preferably, when the ramp arrangement is in its retracted position, theouter surface of the ramp arrangement complements the configuration ofthe partly formed demi-hulls to present at least one or more wavepiercing surfaces.

Preferably, at least one or more outer surfaces of the ramp arrangementwill be coplanar with a surface of at least one of the partly formeddemi-hulls when the ramp arrangement is in its retracted position.

Preferably, at least one or more outer surfaces of the ramp arrangementwill be coplanar with a surface of both of the partly formed demi-hullswhen the ramp arrangement is in its retracted position.

Preferably, the ramp arrangement presents a pathway for ingress andegress from the vessel in its deployed position.

Preferably, when the ramp arrangement is in its retracted position, theramp arrangement interacts with the partly formed demi-hulls to presenta waterproof outer hull.

Preferably, the ramp arrangement is movable between its retracted andits deployed position at least partially by pivotal movement.

Preferably, the ramp arrangement is movable between its retracted andits deployed position at least partially by pivotal movement about apivoting arrangement.

Preferably, the ramp arrangement is movable between its retracted andits deployed position at least partially by pivotal movement about apivoting arrangement at or towards a lower edge of the ramp arrangement.

Preferably, the ramp arrangement is movable between its retracted andits deployed position at least partially by linear movement.

Preferably, the ramp arrangement is movable between its retracted andits deployed position at least partially by linear movement of a sliderarrangement.

Preferably, the ramp arrangement is movable between its retracted andits deployed position at least partially by linear movement at ortowards a lower edge of the ramp arrangement.

Preferably, the ramp arrangement is at least partially planar inconfiguration.

Preferably, the ramp arrangement comprises demi-hull part formations forcomplementary engagement with the partly formed demi-hulls to presentfully formed demi-hulls.

Preferably, in its deployed position, the ramp arrangement presents asubstantially horizontal surface to facilitate ingress and egress fromthe vessel.

Preferably, in its deployed position, the ramp arrangement facilitateingress and egress from the vessel by one or more selected from:

-   -   a vehicle;    -   a vessel;    -   a person; any    -   any other matter.

Preferably, the ramp arrangement comprises a plurality of sectionsmovable relative to each other.

Preferably, the ramp arrangement comprises a bow section and a coversection.

Preferably, the demi-hull part formations extend from the bow section.

Preferably, the bow section and the cover section are pivotably movablerelative to each other.

Preferably, the cover section and the bow section are configured to bemovable relative to each other between a

-   -   folded position in which cover section is at an acute angle to        the bow section; and    -   an aligned position in which the cover section and a the bow        section present a substantially aligned pathway for ingress and        egress to and from the vessel.

Preferably, the cover section and the bow section are configured to moveto their folded position when the ramp arrangement is in its retractedposition.

Preferably, the cover section and the bow section are configured to moveto their aligned position when the ramp arrangement is in its deployedposition.

Preferably, the cover section is configured to cover at least part ofthe bow of the vessel.

Preferably, the ramp arrangement seals against the bow of the vessel inits retracted position.

Preferably, the ramp arrangement in its deployed position is configuredto extend to a position in which the foremost point of the ramparrangement is below the water line of the vessel.

Preferably, the vessel is an amphibious vessel.

Preferably, the vessel comprises at least one set of deployable motivepods.

Preferably, the vessel comprises a plurality of motive pods.

Preferably, at least one motive pod includes a track arrangement.

Preferably, each motive pod includes a track arrangement.

Preferably, the vessel comprises a deck, and the lower edge of said bowsection is located substantially in line with the deck.

Preferably, at least one of the demi-hulls comprises an upper surface.

Preferably, at least one of the demi-hulls comprises an upper surface,thereby enclosing an enclosed region within the demi-hull.

Preferably, the enclosed region is water tight.

Preferably, each demi-hull comprises an upper surface enclosing awatertight enclosed region.

Preferably, the vessel comprises a deck extending between the demihulls.

Preferably, at least one of the demi-hulls comprises a recess in itsupper extending at least partially into its upper surface, and alignedwith the level of the deck to thereby increase the deck width of thevessel.

Preferably, the width of the pathway provided by the ramp arrangement inits deployed position is wider than the deck.

Preferably, the width of the pathway provided by the ramp arrangement inits deployed position is wider than the deck, and equal to or smallerthan the extended deck width of the vessel.

Preferably, the vessel comprises at least one super structure configuredto at least in part translate relative to one or more of said demi-hullbetween a first condition and at least one other position (herein after“second condition”),

wherein said at least one superstructure in said first condition atleast in part defines a first zone suitable for accommodating at leastone person and/or vehicle,

and wherein said at least one superstructure in said second condition atleast in part defines a second zone suitable for accommodating at leastone person and/or vehicle.

Preferably, the translatable superstructure is a pilot housing.

Preferably, the vessel comprises

-   -   at least one or more deployable motive pods, each wheel        associated with a hull recess in the hull, and movable between        -   a deployed position in which the amphibious vessel is            movable on the motive pods over land; and        -   a stowed position in which the motive pods are stowed for            use while the amphibious vessel is travelling over water;    -   at least one or more deployment mechanisms configured for moving        the motive pods between their deployed position and their stowed        position, each deployment mechanism being associated with at        least one motive pod and comprising        -   a horizontal translation mechanism configured to move the            motive pod between            -   a proximal condition in which the motive pod is at least                partially received into recess; and            -   a distal condition in which the motive pod is located                distally of the proximal condition;        -   a lowering mechanism for moving the motive pod between            -   a lower position in which the lowest point of the wheel                is lower than the hull, and            -   an upper position in which the motive pod is located in                a position suitable for lateral movement into the hull                recess.

Preferably, each motive pod comprises at least one or more wheels.

Preferably, each motive pod comprises at least one or more trackarrangements.

Preferably, the track arrangements comprises an endless track formationin which the wheels are movable.

Preferably, the lowering mechanism is configured to move a motive podpivotally about a pivot axis.

Preferably, the hull presents at least a pair of sides with at least onehull recess extending into each of the sides.

Preferably, the amphibious vessel comprises a plurality of motive pod.

Preferably, a deployment mechanism is associated with each motive pod.

Alternately, one deployment mechanism is associated with a plurality ofmotive pods.

Preferably, at least one motive pod includes a track arrangement.

Preferably, each motive pod includes a track arrangement.

Preferably, the horizontal translation mechanism comprises a movingmember movable on a track.

Preferably, the horizontal translation mechanism comprises a movingmember linearly movable on a track arrangement.

Preferably, the track arrangement is a telescopic arrangement.

Preferably, the horizontal translation mechanism comprises a linearactuator.

Preferably, the linear actuator is a hydraulic ram.

Preferably, the lowering mechanism comprises a linear actuator forpivoting a pivot member about a pivot axis.

Preferably, the pivot axis is oriented horizontally.

Preferably, the pivot axis is oriented horizontally and substantiallytransversely to the length of the amphibious vessel.

Preferably, the linear actuator is a hydraulic ram.

Preferably, the moving member comprises end stop formations forpreventing the moving member moving off the ends of the track.

Preferably, the deployment mechanism comprises a locking mechanism forlocking the moving member in position.

Preferably, the locking mechanism is operable from the deck of thevessel.

Preferably, the locking mechanism is manually operable from the deck ofthe vessel.

Preferably, the locking mechanism is manually operable from the deck ofthe vessel via at least one or more hatches.

Preferably, the lowering mechanism comprises an aligning mechanism foraligning the motive pod with the hull recess for movement into itsstowed position as the lowering mechanism 250 is moving from its lowerposition to its upper position.

Preferably, the aligning mechanism is configured for aligning the motivepod in a suitable position for use in its deployed position as thelowering mechanism is moving from its upper position to its lowerposition.

Preferably, the aligning mechanism comprises

-   -   a stop member;    -   a sliding elongate member; and    -   a receiving formation configured for sliding connection with the        sliding elongate member.

Preferably, the stop member is located on the linear actuator.

Preferably, the receiving formation is located on the pivot member, andis configured to receive the sliding elongate member through oneselected from an aperture and a recess in a linearly sliding fashion.

Preferably, the receiving formation is connected to the pivot member ina pivoting fashion.

Preferably, the receiving formation is connected to the pivot member ina pivoting fashion by a pivoting joint.

Preferably, the sliding elongate member comprises a free end and aconnected end.

Preferably, the free end of the sliding elongate member is receivedthrough the selected from an aperture and a recess of the receivingformation.

Preferably, the connected end of the sliding elongate member ispivotally connected to the motive pod.

Preferably, the pivot member is pivotably connected to the motive pod.

Preferably, the pivot member is pivotably connected to the motive pod bya pivot joint.

Preferably, the pivot member is pivotably connected to the motive podasymmetrically, so that one side of the motive pod will hang downwardlyunder gravity when the motive pod is in its deployed position withoutcontact with a floor surface.

Preferably, when the lowering mechanism is in its lower position, thesliding elongate member does not make contact with the stop member.

Preferably, as the lowering mechanism is moved towards it upper positionfrom its lower position by pivoting of the pivot member, the free end ofthe sliding elongate member moves closer to the stop member.

Preferably, the free end of the sliding elongate member will makecontact with the stop member as the lowering mechanism is moved towardsit upper position, to thereby cause the motive pod to pivot about itspivot joint to align with the hull recess when the lowering mechanism isin its upper position.

Preferably, the one or more motive pods has an associated drivetransmission for driving movement of at least one wheel of the motivepod.

Preferably, the amphibious vessel comprises a control system.

Preferably, the amphibious vessel comprises a control system forcontrolling the steering of the amphibious vehicle on land.

Preferably, the steering of the amphibious vehicle on land is controlledby controlling the drive to at least one wheel in a motive pod.

Preferably, the steering of the amphibious vehicle on land is controlledby controlling angular movement of at least one wheel in a motive pod.

Preferably, the control system controls the steering of the wheels bycausing angular movement of at least one wheel in a motive pod.

Preferably, the control system is configured to control the drive to theset of motive pod.

Preferably, the control system is configured to control the drive to oneor more track arrangements in a motive pod.

Preferably, the control system is controlled by a one or more selectedfrom a steering wheel a joystick and foot pedals.

Preferably, the hull presents at least a pair of sides.

Preferably, one or more motive pods is associated with each side.

Preferably, the amphibious vessel comprises hull recess covers for atleast partially covering the hull recesses at least when a motive pod isin its stowed position.

Preferably, the hull recess covers are configured to reduce drag on theamphibious vessel when the vessel is moving through water.

Preferably, the hull recess covers are movable by a moving mechanismbetween a covered position and an uncovered position.

Preferably, the moving mechanism is a pantographing mechanism.

The at least one hull may be a plurality of demi-hulls.

Preferably, the amphibious vessel comprises a pair of demi-hulls.

Preferably, at least one of the demi-hulls are fully formed.

Preferably, at least one of the demi-hulls are partly formed.

Preferably, the amphibious vessel comprises four hull recesses and amotive pod associated with each hull recess.

Preferably, the amphibious vessel comprises four hull recesses and amotive pod with a track arrangement associated with each hull recess.

Preferably, a pair of hull recesses are associated with each demi-hull.

Preferably, the pair of hull recesses present to an outer side of eachdemi-hull.

Preferably, a front hull recess and a rear hull recess is associatedwith each demi-hull.

The at least one hull may be a uni-hull.

Preferably, the uni-hull has at least one hull recess on each side.

Preferably, the uni-hull has a pair of hull recesses on each side.

Preferably, the hull recesses are disposed at least partially above thewaterline of the amphibious vessel when the vessel is moving throughwater.

Preferably, the hull recesses are disposed above the waterline of theamphibious vessel when the vessel is moving through water, to therebyensure that the motive pods are not submerged when the vessel is movingthrough water.

Preferably, the amphibious vessel comprises a flushing system forflushing water from a fresh water source through the hull recesses.

Preferably, the flushing system comprises connector formations forconnecting the flushing system to a fresh water source.

Preferably, the connector formations is a hose connector.

Preferably, the flushing system comprises at least one or more nozzlessuitable for spraying at least one wheel with water from a fresh watersource when a fresh water source is connected.

Preferably, the one or more motive pods are coupled to a hull structureon the amphibious vessel.

Preferably, at least one or more motive pods comprises a suspensionarrangement for operably at least partially reducing forces acting onthe hull structure by dissipating and/or damping the energy of forcesacting on the motive pod.

Preferably, the suspension arrangement is selectable between

-   -   an engaged condition in which the suspension arrangement is        operable; and    -   a disengaged condition in which suspension arrangement is not        operable.

Preferably, when a motive pod is in its deployed position, thesuspension arrangement is selectable between

-   -   an engaged condition in which the suspension arrangement is        operable; and    -   a disengaged condition in which suspension arrangement is        reduced in efficacy.

Preferably, when a motive pod is in its deployed position, thesuspension arrangement is selectable between

-   -   an engaged condition in which the suspension arrangement is        operable; and    -   a disengaged condition in which suspension arrangement is not        operable.

Preferably, the suspension arrangement is selectable between its engagedand disengaged condition by movement of the horizontal translationmechanism.

Preferably, the horizontal translation mechanism is configured to movebetween a suspension engagement position in which the suspensionarrangement is in its engaged condition, and a suspension disengagementposition in which the suspension arrangement is in its disengagedcondition.

Preferably, the suspension arrangement comprises a resilient member.

Preferably, the resilient member is a spring.

Preferably, the resilient member is an air spring.

Preferably, the movement of the horizontal translation mechanism to itsengaged condition causes the coupling of the pivot member to a swing armto thereby engage the suspension arrangement in its engaged condition.

Preferably, movement of the horizontal translation mechanism to itsdisengaged condition causes the decoupling of the pivot member to aswing arm to thereby disengage the suspension arrangement to itsdisengaged condition.

Preferably, when the suspension arrangement is in its engaged condition,the swing arm is caused to engage with the resilient member when thepivot member is pivoted in at least one direction.

Preferably the motive pods comprises a quick release mechanism, wherebythe motive pods are at least partially disengageable from the deploymentmechanism, to allow the motive pods to be manually maneuvered from thehull recesses.

Preferably, the superstructure is movable by a superstructure movingmechanism.

Preferably, the superstructure is movable by a superstructure movingmechanism that extends along the centre line of the vessel.

Preferably, the superstructure moving mechanism comprises a chain thatis engaged by at least one or more cogs.

Preferably, the superstructure moving mechanism comprises a chain in anendless loop, that is engaged by a pair of oppositely moving cogs.

Herein described is an amphibious vessel comprising

-   -   at least one hull;    -   at least one or more deployable motive pods, each motive pod        associated with a hull recess in the hull, and movable between        -   a deployed position in which the amphibious vessel is            movable on the wheels over land; and        -   a stowed position in which the wheels are stowed for use            while the amphibious vessel is travelling over water;    -   at least one or more deployment mechanisms configured for moving        the one or more deployable motive pods between their deployed        position and their stowed position, each deployment mechanism        comprising    -   a horizontal translation mechanism configured to move the motive        pod between        -   a proximal condition in which the motive pod is at least            partially received into recess; and        -   a distal condition in which the motive pod is located            distally of the proximal condition;    -   a lowering mechanism for moving the motive pod between        -   a lower position in which the lowest point of the motive pod            is lower than the hull, and        -   an upper position in which the motive pod is located in a            position suitable for lateral movement into the hull recess.

Preferably, one deployment mechanism is associated with at each motivepod.

Preferably, each motive pod comprises at least one or more wheels.

Preferably, each motive pod comprises at least one or more trackarrangements.

Preferably, the track arrangements comprises an endless track formationin which the wheels are movable.

Preferably, the lowering mechanism is configured to move a motive podpivotally about a pivot axis.

Preferably, the hull presents at least a pair of sides with at least onehull recess extending into each of the sides.

Preferably, the amphibious vessel comprises a plurality of motive pod.

Preferably, a deployment mechanism is associated with each motive pod.

Alternately, one deployment mechanism is associated with a plurality ofmotive pods.

Preferably, at least one motive pod includes a track arrangement.

Preferably, each motive pod includes a track arrangement.

Preferably, the horizontal translation mechanism comprises a movingmember movable on a track.

Preferably, the horizontal translation mechanism comprises a movingmember linearly movable on a track arrangement.

Preferably, the track arrangement is a telescopic arrangement.

Preferably, the horizontal translation mechanism comprises a linearactuator.

Preferably, the linear actuator is a hydraulic ram.

Preferably, the moving member comprises end stop formations forpreventing the moving member moving off the ends of the track.

Preferably, the deployment mechanism comprises a locking mechanism forlocking the moving member in position.

Preferably, the locking mechanism is operable from the deck of thevessel.

Preferably, the locking mechanism is manually operable from the deck ofthe vessel.

Preferably, the locking mechanism is manually operable from the deck ofthe vessel via at least one or more hatches.

Preferably, the lowering mechanism comprises an aligning mechanism foraligning the motive pod with the hull recess for movement into itsstowed position as the lowering mechanism 250 is moving from its lowerposition to its upper position.

Preferably, the aligning mechanism is configured for aligning the motivepod in a suitable position for use in its deployed position as thelowering mechanism is moving from its upper position to its lowerposition.

Preferably, the aligning mechanism comprises

-   -   a stop member;    -   a sliding elongate member; and    -   a receiving formation configured for sliding connection with the        sliding elongate member.

Preferably, the stop member is located on the linear actuator.

Preferably, the receiving formation is located on the pivot member, andis configured to receive the sliding elongate member through oneselected from an aperture and a recess in a linearly sliding fashion.

Preferably, the receiving formation is connected to the pivot member ina pivoting fashion.

Preferably, the receiving formation is connected to the pivot member ina pivoting fashion by a pivoting joint.

Preferably, the sliding elongate member comprises a free end and aconnected end.

Preferably, the free end of the sliding elongate member is receivedthrough the selected from an aperture and a recess of the receivingformation.

Preferably, the connected end of the sliding elongate member ispivotally connected to the motive pod.

Preferably, the pivot member is pivotably connected to the motive pod.

Preferably, the pivot member is pivotably connected to the motive pod bya pivot joint.

Preferably, the pivot member is pivotably connected to the motive podasymmetrically, so that one side of the motive pod will hang downwardlyunder gravity when the motive pod is in its deployed position withoutcontact with a floor surface.

Preferably, when the lowering mechanism is in its lower position, thesliding elongate member does not make contact with the stop member.

Preferably, as the lowering mechanism is moved towards it upper positionfrom its lower position by pivoting of the pivot member, the free end ofthe sliding elongate member moves closer to the stop member.

Preferably, the free end of the sliding elongate member will makecontact with the stop member as the lowering mechanism is moved towardsit upper position, to thereby cause the motive pod to pivot about itspivot joint to align with the hull recess when the lowering mechanism isin its upper position.

Preferably, the lowering mechanism comprises a linear actuator forpivoting a pivot member about a pivot axis.

Preferably, the pivot axis is oriented horizontally.

Preferably, the pivot axis is oriented horizontally and substantiallytransversely to the length of the amphibious vessel.

Preferably, the linear actuator is a hydraulic ram.

Preferably, the one or more motive pods has an associated drivetransmission for driving movement of at least one wheel of the motivepod.

Preferably, the amphibious vessel comprises a control system.

Preferably, the amphibious vessel comprises a control system forcontrolling the steering of the amphibious vehicle on land.

Preferably, the steering of the amphibious vehicle on land is controlledby controlling the drive to at least one wheel in a motive pod.

Preferably, the steering of the amphibious vehicle on land is controlledby controlling angular movement of at least one wheel in a motive pod.

Preferably, the control system controls the steering of the wheels bycausing angular movement of at least one wheel in a motive pod.

Preferably, the control system is configured to control the drive to theset of motive pod.

Preferably, the control system is configured to control the drive to oneor more track arrangements in a motive pod.

Preferably, the control system is controlled by a one or more selectedfrom a steering wheel a joystick and foot pedals.

Preferably, the hull presents at least a pair of sides.

Preferably, one or more motive pods is associated with each side.

Preferably, the amphibious vessel comprises hull recess covers for atleast partially covering the hull recesses at least when a motive pod isin its stowed position.

Preferably, the hull recess covers are configured to reduce drag on theamphibious vessel when the vessel is moving through water.

Preferably, the hull recess covers are movable by a moving mechanismbetween a covered position and an uncovered position.

Preferably, the moving mechanism is a pantographing mechanism.

The at least one hull may be a plurality of demi-hulls.

Preferably, the amphibious vessel comprises a pair of demi-hulls.

Preferably, at least one of the demi-hulls are fully formed.

Preferably, at least one of the demi-hulls are partly formed.

Preferably, the amphibious vessel comprises four hull recesses and amotive pod associated with each hull recess.

Preferably, the amphibious vessel comprises four hull recesses and amotive pod with a track arrangement associated with each hull recess.

Preferably, a pair of hull recesses are associated with each demi-hull.

Preferably, the pair of hull recesses present to an outer side of eachdemi-hull.

Preferably, a front hull recess and a rear hull recess is associatedwith each demi-hull.

The at least one hull may be a uni-hull.

Preferably, the uni-hull has at least one hull recess on each side.

Preferably, the uni-hull has a pair of hull recesses on each side.

Preferably, the hull recesses are disposed at least partially above thewaterline of the amphibious vessel when the vessel is moving throughwater.

Preferably, the hull recesses are disposed above the waterline of theamphibious vessel when the vessel is moving through water, to therebyensure that the motive pods are not submerged when the vessel is movingthrough water.

Preferably, the amphibious vessel comprises a flushing system forflushing water from a fresh water source through the hull recesses.

Preferably, the flushing system comprises connector formations forconnecting the flushing system to a fresh water source.

Preferably, the connector formations is a hose connector.

Preferably, the flushing system comprises at least one or more nozzlessuitable for spraying at least one wheel with water from a fresh watersource when a fresh water source is connected.

Preferably, the one or more motive pods are coupled to a hull structureon the amphibious vessel.

Preferably, at least one or more motive pods comprises a suspensionarrangement for operably at least partially reducing forces acting onthe hull structure by dissipating and/or damping the energy of forcesacting on the motive pod.

Preferably, the suspension arrangement is selectable between

-   -   an engaged condition in which the suspension arrangement is        operable; and    -   a disengaged condition in which suspension arrangement is not        operable

Preferably, when a motive pod is in its deployed position, thesuspension arrangement is selectable between

-   -   an engaged condition in which the suspension arrangement is        operable; and    -   a disengaged condition in which suspension arrangement is        reduced in efficacy.

Preferably, when a motive pod is in its deployed position, thesuspension arrangement is selectable between

-   -   an engaged condition in which the suspension arrangement is        operable; and    -   a disengaged condition in which suspension arrangement is not        operable.

Preferably, the suspension arrangement is selectable between its engagedand disengaged condition by movement of the horizontal translationmechanism.

Preferably, the horizontal translation mechanism is configured to movebetween a suspension engagement position in which the suspensionarrangement is in its engaged condition, and a suspension disengagementposition in which the suspension arrangement is in its disengagedcondition.

Preferably, the suspension arrangement comprises a resilient member.

Preferably, the resilient member is a spring.

Preferably, the resilient member is an air spring.

Preferably, the movement of the horizontal translation mechanism to itsengaged condition causes the coupling of the pivot member to a swing armto thereby engage the suspension arrangement in its engaged condition.

Preferably, movement of the horizontal translation mechanism to itsdisengaged condition causes the decoupling of the pivot member to aswing arm to thereby disengage the suspension arrangement to itsdisengaged condition.

Preferably, when the suspension arrangement is in its engaged condition,the swing arm is caused to engage with the resilient member when thepivot member is pivoted in at least one direction.

Preferably the motive pods comprises a quick release mechanism, wherebythe motive pods are at least partially disengageable from the deploymentmechanism, to allow the motive pods to be manually maneuvered from thehull recesses.

Preferably, the amphibious vessel further comprises

-   -   a ramp arrangement extending between the demi-hulls,        -   the ramp arrangement presenting an outer surface;        -   the ramp arrangement being moveable at least between            -   a retracted position in which the vessel is rendered                seaworthy, and            -   a deployed position in which the ramp arrangement                facilitates ingress and egress from the vessel;    -   wherein when the ramp arrangement is in its retracted position,        the outer surface of the ramp arrangement is configured to        complement the configuration of the partly formed demi-hulls to        form a seaworthy outer hull configuration presenting a plurality        of fully formed demi-hulls.

Preferably, when the ramp arrangement is in its retracted position, theouter surface of the ramp arrangement complements the configuration ofthe partly formed demi-hulls to present at least one or more wavepiercing surfaces.

Preferably, at least one or more outer surfaces of the ramp arrangementwill be coplanar with a surface of at least one of the partly formeddemi-hulls when the ramp arrangement is in its retracted position.

Preferably, at least one or more outer surfaces of the ramp arrangementwill be coplanar with a surface of both of the partly formed demi-hullswhen the ramp arrangement is in its retracted position.

Preferably, the ramp arrangement presents a pathway for ingress andegress from the vessel in its deployed position.

Preferably, when the ramp arrangement is in its retracted position, theramp arrangement interacts with the partly formed demi-hulls to presenta waterproof outer hull.

Preferably, the ramp arrangement is movable between its retracted andits deployed position at least partially by pivotal movement.

Preferably, the ramp arrangement is movable between its retracted andits deployed position at least partially by pivotal movement about apivoting arrangement.

Preferably, the ramp arrangement is movable between its retracted andits deployed position at least partially by pivotal movement about apivoting arrangement at or towards a lower edge of the ramp arrangement.

Preferably, the ramp arrangement is movable between its retracted andits deployed position at least partially by linear movement.

Preferably, the ramp arrangement is movable between its retracted andits deployed position at least partially by linear movement of a sliderarrangement.

Preferably, the ramp arrangement is movable between its retracted andits deployed position at least partially by linear movement at ortowards a lower edge of the ramp arrangement.

Preferably, the ramp arrangement is at least partially planar inconfiguration.

Preferably, the ramp arrangement comprises demi-hull part formations forcomplementary engagement with the partly formed demi-hulls to presentfully formed demi-hulls.

Preferably, in its deployed position, the ramp arrangement presents asubstantially horizontal surface to facilitate ingress and egress fromthe vessel.

Preferably, in its deployed position, the ramp arrangement facilitateingress and egress from the vessel by one or more selected from:

-   -   a vehicle;    -   a vessel;    -   a person; any    -   any other matter.

Preferably, the ramp arrangement comprises a plurality of sectionsmovable relative to each other.

Preferably, the ramp arrangement comprises a bow section and a coversection.

Preferably, the demi-hull part formations extend from the bow section.

Preferably, the bow section and the cover section are pivotably movablerelative to each other.

Preferably, the cover section and the bow section are configured to bemovable relative to each other between a

-   -   folded position in which cover section is at an acute angle to        the bow section; and    -   an aligned position in which the cover section and a the bow        section present a substantially aligned pathway for ingress and        egress to and from the vessel.

Preferably, the cover section and the bow section are configured to moveto their folded position when the ramp arrangement is in its retractedposition.

Preferably, the cover section and the bow section are configured to moveto their aligned position when the ramp arrangement is in its deployedposition.

Preferably, the cover section is configured to cover at least part ofthe bow of the vessel.

Preferably, the ramp arrangement seals against the bow of the vessel inits retracted position.

Preferably, the ramp arrangement in its deployed position is configuredto extend to a position in which the foremost point of the ramparrangement is below the water line of the vessel.

Preferably, the vessel is an amphibious vessel.

Preferably, the vessel comprises at least one set of deployable wheels.

Preferably, the vessel comprises a plurality of sets of deployablewheels.

Preferably, at least one set of deployable wheels is associated with atrack arrangement.

Preferably, each set of deployable wheels are associated with a trackarrangement.

Preferably, the vessel comprises a deck, and the lower edge of said bowsection is located substantially in line with the deck.

Preferably, at least one of the demi-hulls comprises an upper surface.

Preferably, at least one of the demi-hulls comprises an upper surface,thereby enclosing an enclosed region within the demi-hull.

Preferably, the enclosed region is water tight.

Preferably, each demi-hull comprises an upper surface enclosing awatertight enclosed region.

Preferably, the vessel comprises a deck extending between the demihulls.

Preferably, at least one of the demi-hulls comprises a recess in itsupper extending at least partially into its upper surface, and alignedwith the level of the deck to thereby increase the deck width of thevessel.

Preferably, the width of the pathway provided by the ramp arrangement inits deployed position is wider than the deck.

Preferably, the width of the pathway provided by the ramp arrangement inits deployed position is wider than the deck, and equal to or smallerthan the extended deck width of the vessel.

Preferably, the vessel comprises at least one super structure configuredto at least in part translate relative to one or more of said demi-hullbetween a first condition and at least one other position (herein after“second condition”),

-   -   wherein said at least one superstructure in said first condition        at least in part defines a first zone suitable for accommodating        at least one person and/or vehicle,    -   and wherein said at least one superstructure in said second        condition at least in part defines a second zone suitable for        accommodating at least one person and/or vehicle.

Preferably, the translatable superstructure is a pilot housing.

Preferably, the superstructure is movable by a superstructure movingmechanism.

Preferably, the superstructure is movable by a superstructure movingmechanism that extends along the centre line of the vessel.

Preferably, the superstructure moving mechanism comprises a chain thatis engaged by at least one or more cogs.

Preferably, the superstructure moving mechanism comprises a chain in anendless loop, that is engaged by a pair of oppositely moving cogs.

Herein described is a method of deploying a wheel from an amphibiousvessels hull, comprising the steps of

-   -   moving the wheel in an athwartship direction; and    -   pivoting the wheel downwardly about a substantially horizontal        pivot axis.

Preferably, the wheel is a set of wheels.

Preferably, the set of wheels includes a track arrangement.

The moving of each wheel in an athwartship direction may be by linearmotion.

Alternately, movement of each wheel in an athwartship direction may beby pivoting motion about a substantially vertical pivot axis.

Where the terms “seaworthy” is used in this specification in relation toa vessel, the term shall be construed to mean that the vessel renderedseaworthy is capable of moving through water in a configuration that isfit for purpose without creating undue hazardous situations for thatvessel or its occupants, and need not relate to movement of a vesselthrough seawater as such, and nor shall it be construed as relating to aparticular set of standards for seagoing vessels, unless this is clearlystated.

Where the term “wheels” is used in this specification in relation to aset of tracks or track arrangements, the term “wheel” should beconstrued to include appropriate engineering choices for rotatablemembers engageable with a track arrangement, such as cogs, gears, or anyother appropriate engineering choice of rotatable formation. Wherediscussion of the term “wheels” includes no context of a trackarrangement, then the term “wheels” is to be construed in its ordinarycontext.

To those skilled in the art to which the present disclosure relates,many changes in construction and widely differing embodiments andapplications of the present disclosure will suggest themselves withoutdeparting from the scope of the present disclosure as defined in theappended claims. The disclosures and the descriptions herein are purelyillustrative and are not intended to be in any sense limiting.)

As used herein the term “and/or” means “and” or “or”, or both.

As used herein “(s)” following a noun means the plural and/or singularforms of the noun.

The term “comprising” as used in this specification [and claims] means“consisting at least in part of”. When interpreting statements in thisspecification [and claims] which include that term, the features,prefaced by that term in each statement, all need to be present butother features can also be present. Related terms such as “comprise” and“comprised” are to be interpreted in the same manner.

BRIEF DESCRIPTION OF THE DRAWINGS

The vessel will now be described by way of example only and withreference to the drawings in which:

FIG. 1 is a perspective view of a preferred embodiment of the vesselwith the ramp deployed and a vehicle shown in the process of exiting thevessel and the separating member is in the first condition,

FIG. 2 is another perspective view of a preferred embodiment of thevessel with the ramp deployed and the separating member is in the firstcondition,

FIG. 3 is another perspective view of a preferred embodiment of thevessel with the ramp stowed and the separating member is in the secondcondition,

FIG. 4 is another perspective view of a preferred embodiment of thevessel with the ramp deployed and an alternative vehicle aligned forpreparation to ingress into the vessel and the separating member is inthe first condition,

FIG. 5 is a perspective view of the vessel in FIG. 4 after thealternative vehicle has entered the vessel and the ramp is stowed andthe separating member is in the first condition,

FIG. 6 is a perspective view of a preferred embodiment of the vesselwith the ramp deployed and a plurality of vehicles located on the deckof the vessel and the separating member is in the first condition,

FIG. 7 is another perspective view of the vessel in FIG. 6 with thevehicles removed,

FIG. 8 is a plan view of a preferred embodiment of the vessel,

FIG. 9A is a side elevation view of a preferred embodiment of the vesselshowing the separating member in the first condition.

FIG. 9B is the same side elevation view of FIG. 9A showing theseparating member in an intermediate condition between the first andsecond conditions, and

FIG. 9C is the same side elevation view of FIGS. 9A and 9B showing theseparating member in the second condition.

FIG. 10: shows a front perspective view of a vessel with its ramparrangement partially opened;

FIG. 11: shows a three quarter side view of a vessel with its motivepods deployed in a kneeling position for facilitating ingress and/oregress of matter or persons;

FIG. 12: shows a side view of the vessel of FIG. 11;

FIG. 13: shows a top front perspective view of the vessel of FIG. 11;

FIG. 14: shows a top perspective side view of a vessel in water, withits wheel recess covers open;

FIG. 15: shows a three quarter back view of a vessel on land with itsmotive pods deployed;

FIG. 16: shows a cutaway three quarter view of a vessel with its motivepods deployed, with its hull removed to show the positioning of themotive pods;

FIG. 17: shows a cutaway view of the hull of a vessel, with thesuperstructure and ramp arrangement removed, showing the demi-hullstructure;

FIG. 18: shows a schematic view of the hull recess, showing the movingmechanism for the hull recess covers in various positions to illustrateoperation of the pantographing mechanism and movement by the horizontaltranslation mechanism;

FIG. 19: shows a top perspective view of a vessel;

FIG. 20: shows a rear perspective view of a vessel with the motive podsin their deployed position and the ramp arrangement in its deployedposition;

FIG. 21: shows a top perspective view of a vessel in water, showing howthe ramp arrangement can extend below the surface of the water;

FIG. 22: shows a rear perspective view of a vessel with the motive podsin their stowed position and the ramp arrangement in its retractedposition;

FIG. 23: shows a schematic view of a motive pod in its lower positionand its upper position, showing how the pivot member moves relative thehydraulic ram and track arrangement;

FIG. 24: shows a top perspective view of a vessel with the motive podsin their distal condition;

FIG. 25: shows a top perspective cutaway view of a vessel with themotive pods in their deployed condition, and with the hull cutaway toshow the motive pods and ramp arrangement;

FIG. 26: shows a cutaway perspective view of a motive pod in a deployedposition;

FIG. 27A: shows a schematic back view of a horizontal translationmechanism in a proximal condition;

FIG. 27B: shows a back schematic view of a horizontal translationmechanism in a distal condition with the suspension in its disengagedcondition;

FIG. 27C: shows a back schematic view of a horizontal translationmechanism in a distal condition with the suspension in its engagedcondition;

FIG. 28: shows a cutaway perspective view of a motive pod in a deployedposition;

FIG. 29: shows a bottom view of the bow of a vessel showing thedemi-hulls;

FIG. 30: shows a cutaway side view of the bow of a vessel showing thedemi-hulls with the ramp arrangement between its retracted position anddeployed position;

FIG. 31: shows a cutaway side view of the bow of a vessel showing thedemi-hulls with the ramp arrangement in its deployed position;

FIG. 32: shows a cutaway front perspective view of a motive pod in itsdeployed position;

FIG. 33: shows a top perspective cutaway view of a horizontaltranslation mechanism, a lowering mechanism and suspension arrangement,showing the lowering mechanism in both its upper position and lowerposition (in broken lines);

FIG. 34: shows a schematic side view of a ramp arrangement, showingmovement of the ramp arrangement between its retracted position and itsdeployed position; and

FIGS. 35-52: show a side view sequence showing a vessel floating inwater, the deployment of motive pods from hull recesses in the vessel,and the landing of the vessel on land under its own power, the unloadingof a vehicle from the deck of the vessel, as well as the launching thevessel into a body of water and stowage of the motive pods;

FIG. 53: shows a side view of a vessel with its fore motive pods engagedon land, and its ramp in a deployed position;

FIG. 54: shows a side view of a vessel with its motive pods in adeployed position, with the lowering mechanism of the aft motive podslowered further than the lowering mechanism of the for motive pods, topresent the vessel in a “kneeling” position to facilitate lower rampangles of the ramp arrangement;

FIG. 55A: shows a side cutaway view line figure of one embodiment of amotive pod and deployment mechanisms, showing how the motive pod ismovable between two extents of movement when the lowering mechanism isin its lower position;

FIG. 55B: shows a side cutaway view line figure of one embodiment of amotive pod and deployment mechanisms, showing how the motive pod ismovable when the lowering mechanism is in its lower position;

FIGS. 55C-55G: show a cutaway side view line figure sequence of a motivepod being moved from a deployed position to a stowed position, and howan aligning mechanism operates to align the motive pod with a hullrecess;

FIG. 56: shows a close up side view line figure of the loweringmechanism of FIGS. 55A-55G;

FIG. 57A: shows a cutaway front view line figure of a motive pod and itsdeployment mechanisms with the motive pod in its stowed position;

FIG. 57B: shows a cutaway front view line figure of a motive pod and itsdeployment mechanisms with the motive pod in its deployed position;

FIG. 57C: shows an angle bracket as part of the hull showing how thepivot member can register therewith in order to allow it to gainadditional lateral rigidity when in the deployed position;

FIG. 58A: shows a rear cutaway view line figure of a superstructure anddeck of one embodiment of a vessel, showing the superstructure movingmechanism; and

FIG. 58B: shows a side cutaway view line figure of a superstructure anddeck of one embodiment of a vessel, showing the superstructure movingmechanism.

DETAILED DESCRIPTION

With reference to the above figures, in which similar features aregenerally indicated by similar numerals, a vessel 100 according to afirst aspect is generally indicated by the numeral 100.

The vessel 100 comprises at least one hull 110 and at least onesuperstructure 120 (herein after “superstructure”). The vessel 100 issuitable for supporting at least one vehicle 1000 and/or personssubstantially above, on or in a body of water. In a preferred embodimentthe vessel 100 also includes a deck 130.

Whilst it will be appreciated that any vessel 100 could be used,including but not limited to small recreational boats up to largecommercial ships, there are characteristics that would be more suitablefor the preferred application.

A preferred characteristic of the vessel 100 is that it would be stable,optionally comprising a plurality of hulls 110 such as a catamaran ortrimaran. A preferred vessel 100 would also have a suitably shallowdraft allowing it to more readily approach landing locations such asbeaches or estuaries. To further facilitate the vessel 100 approachingbeaches and the like, the vessel 100 and hull(s) 110 will be suitablyconfigured and equipped to enable the vessel to ingress and egressthrough surf breaks, such as at a surf beach, and to deal with oceanswells and the like whilst safely transporting passengers, vehicles, andcargo.

The vessel 100 in the preferred embodiment is configured to accommodateat least one vehicle 1000 in or on the hull and preferably at least inpart on the deck 130. The at least one vehicle 1000 could be any vehiclebut in the preferred embodiment would be any one or more of thefollowing:

-   -   a motorbike,    -   a quad-bike,    -   an all-terrain vehicle,    -   a Jet-ski    -   a vehicle suitable for transporting people and/or cargo over        land or sea.

The vessel 100 in the preferred embodiment will be sufficiently largeenough to accommodate one or more such vehicles 200 whilst stillallowing the vessel 100 to operate in a safe and efficient manner.

The superstructure 120 is configured to be mounted on or at leastsupported by the hull 110 of the vessel 100. In the preferred embodimentsuperstructure 120 is supported at least in part on the deck 130. In oneembodiment the superstructure 120 is completely supported on the deck130 of the vessel 100.

The superstructure 120 could be any structure that forms part of thevessel other than the hull 110. In the preferred embodiment thesuperstructure 120 is any part of the vessel that projects upwards fromthe deck 130 of the vessel 100. It will be appreciated that in a lesspreferred embodiment the superstructures 120 could be integrally formed,mounted or connected in any variety of ways with the hull 110 and/or thedeck 130.

At least one superstructure 120, or at least part of one superstructure120, can translate relative to the hull 110. In the preferred embodimentthe vessel has one superstructure 120 that can translate relative to thedeck 130 of the vessel 100. It will be appreciated that any one of thefollowing alternative combinations could also fulfil this requirement.

-   -   A vessel 100 with a plurality of superstructures 120, one or        more of which can translate relative to the hull 110.    -   A vessel 100 with one superstructure 120, only part of which can        translate relative to the hull 110.    -   A vessel 100 with a plurality of superstructures 120, where part        or all of any one or more of the superstructures 120 can        translate relative to the hull 110    -   A combination of anyone or more of the above defined embodiments        of superstructures on a vessel 100.

In the preferred embodiment the superstructure(s) 120 define all partsof the vessel on the deck 130. This includes areas, zones and spaceswhere persons can be accommodated including but not limited to cabins,housings, support structures, rest areas, seating areas, standing areas,etc. Essentially any part of a vessel 100 where a person would normallybe able to sit, stand, lie down or otherwise is defined by the deck 130and/or one or more superstructure 120. It will further be appreciatedthat a vessel 100 may include superstructures 120 that define otherfeatures including but not limited to storage areas and structures,cargo holding areas and structures, vehicle storage areas and structuresor any other area or structure found on a vessel 100.

In a preferred embodiment the vessel also includes one or moresuperstructure 120 configured to define different sections or zones ofthe vessel 100, such as a dividing wall 122 or the like. Such asuperstructure could define any areas or zones on the vessel 100 such asseparating the fore deck 131 from the aft deck 132.

As outlined above, at least one superstructure 120, or part thereof, ina preferred embodiment translates relative to the hull 110 (preferablythe deck 130) of the vessel 100 (herein after “translatable member(s)”121). The translation of the translatable member(s) 121 could includeany movement of the superstructure 120 from one location orconfiguration to another location or configuration. The translationcould occur along a fixed path or a variety of paths. The paths could bestraight, curved, angled or a combination of each. The path in thepreferred embodiment would occur on a single plane but it will beappreciated that the translation could occur in any three dimensionaldirection and pass through any combination of planes.

In a preferred embodiment the translatable member(s) 121 translatesalong an axis 160 that is substantially elongate and linear. In thepreferred embodiment the axis runs the length of the vessel i.e. betweenthe bow 101 and stern 102 of the vessel 100. Alternatively the axis 160extends in any direction that is substantially parallel with the planeof the deck 130.

In a preferred embodiment at least one of the translatable member(s) 121is a superstructure 120 that at least in part can accommodate andshelter a person and/or is configured to house control means forcontrolling the vessel's 100 movement such as a pilot housing or thehelm of the vessel 100.

It is envisaged that in a preferred embodiment shown in FIGS. 58a and58b , the superstructure is movable by a superstructure moving mechanism125. In one preferred embodiment the superstructure moving mechanism 125comprises a chain 126 and a pair of cogs 127 (preferably alignedcoaxially) that are configured to engage with the chain 126 in a mannerto rotate in an opposite direction to each other. The chain 126 is inturn configured in a loop and securely attached to the hull structure.The cogs 127 are driven by a motor such as a hydraulic motor (notshown), so that when the cogs 127 rotate, the superstructure moves inone direction and when the cogs rotate in an opposite direction, thesuperstructure 120 moves along the deck in an opposite direction. Thisconfiguration of superstructure moving mechanism 125 is advantageous inthat it can be extended along the centre line of the vessel, so that itdoes not interfere with the operation of other functions of the vesselas will be discussed below. It will, however, be appreciated that manyother different configurations (not shown) of superstructure movingmechanisms 125 are possible, including ones moved by linear actuators(such as hydraulic rams), or by winches acting through pulleys (notshown).

The vessel 100 also includes at least two zones, a first zone 140 and asecond zone 150. In the preferred embodiment the first zone 140 and/orthe second zones 150 are at least in part defined on the deck 130 of thevessel 100. In an alternative embodiment the at least two zones 140,150, are located anywhere in or on the vessel 100.

Both the first zone 140 and second zone 150 define a space suitable foraccommodating at least one or more persons and/or vehicles 1000 and/orcargo 1010 or other matter.

At least one of the translatable member(s) 121 (herein after “separatingmember” 170) is configured to be a separating member 170 at least inpart interposed between the first zone 140 and the second zone 150. Theseparating member 170 is configured to at least in part define the firstzone 140 and second zone 150 from each other. When the vessel only has asingle translating superstructure 120 it is also the translatable member121 and the separating member 170.

In the preferred embodiment the separating member 170 is a housing,cabin, pilot accommodation, helm or the like or any of thesuperstructure 120 embodiments as herein previously described.Alternatively the separating member 170 is a wall or othersuperstructure 120 that is configured to at least in part separate thefirst zone 140 from the second zone 150.

The separating member 170 is also a translatable member 121 and as suchis configured to translate relative to the hull 110, preferably relativeto the deck 130, and along the axis 160. The separating member 170 inthe preferred embodiment can translate between at least two conditions,a first condition (as seen in FIG. 9a ) and a second condition (as seenin FIG. 9c ).

In the preferred embodiment the first and second zones 140, 150 are atleast in part defined by the separating member 170. The first and secondzones 140, 150 in the preferred embodiment are mutually dependent on therelative position of the separating member 170 such that when theseparating member 170 is in the first condition the first zone 140 isfully defined and when the separating member 170 is in the secondcondition the second zone 150 is fully defined. Likewise, when theseparating member 170 is in the first condition, the second zone 150 isonly partially, or not, defined and when the separating member 170 is inthe second condition the first zone 140 is only partially, or not,defined.

It will be appreciated that as the separating member 170 translatesbetween the first and second condition the first and second zones 140,150 are only partially defined and are directly proportional to therelative position of the separating member 170. It will also beappreciated that the separating member 170 could stay in an intermediatecondition as shown in FIG. 9b in which the first and second zones 140,150 are both partially defined.

Whilst the embodiment shown in FIGS. 9a to 9c only include a singleseparating member it will be appreciated that any number of separatingmembers 170 could be used creating any number of zones. The zones couldaccommodate any combination of persons and/or vehicles and/or cargo.Specifically and alternative embodiment would be on a larger vesselwhere multiple superstructures 120 or parts thereof, could be configuredto create a variety of vessel 100 configurations.

In a preferred embodiment the vessel 100 is amphibious. Amphibiousvehicles are well documented and are not discussed in detail in thisspecification. It will be appreciated that any amphibious vehicle couldbe used but preferably the vehicle includes deployable trackarrangements for moving the vessel across land.

In a preferred embodiment the vessel 100 also includes a ramparrangement 300. The ramp arrangement 300 could be any gang plank, rampor other device suitable for assisting in allowing ingress or egressfrom the vessel by a person and/or a vehicle 1000 or other matter. In apreferred embodiment the ramp is configured to provide ingress or egressof a vehicle 1000 from the first or second zone 140, 150 of the vessel100. In the preferred embodiment the ramp arrangement 300 provides anaccess way for one or more vehicles 200 to move into and out of thefirst zone when it is fully defined. The ramp arrangement 300 will bedescribed in more detail below.

Whilst the preferred embodiment has been described in detail above, analternative embodiment could include a vessel 100, where thesuperstructure 120 is at least in part fixed and another part of thesuperstructure 120 can translate relative to the deck 130. An example ofsuch a superstructure 120 might include an external shell section withand internal movable section (not shown).

In a preferred embodiment the vessel 100 is configured such that thefirst zone 140 is suitable for accommodating one or two vehicles 200such as those described above. The second zone 150 is configured toaccommodate a plurality of people. In this embodiment the vessel 100 isconfigured such that when in the first condition it is configured toaccommodate the vehicle 1000 thereby allowing the vessel 100 totransport the vehicle 1000 over a body of water. The vessel 100 is alsoconfigured such that when the vehicle(s) 200 are deployed, the vessel100 can be reconfigured such that the separating member 170 istranslated into the second condition thereby defining the second zone150. The second zone 150 in this preferred embodiment is configured toprovide suitable accommodation for people to make the vessel 100 moresuitable for transporting people and for recreational purposes such asfishing, troop transport or similar military applications, commercialpassenger transport for ferrying or tourist applications, etc.Alternatively the second zone 150 is configured to provide a cargoand/or goods accommodating zone for commercial, recreational or militarypurposes.

In the preferred embodiment the first zone 140 is located more proximatethe bow 101 of the vessel 100 than the second zone 150. Likewise thesecond zone 150 is located more proximate the stern 102 of the vessel100 than the first zone 140.

Whilst aspects of the present disclosure have been described withreference to a vessel 100 specifically designed with the above features.It will be appreciated that existing boats could be adapted orretrofitted so as to include the above features.

In one embodiment as shown in the figures, the vessel 100 comprises apair of partly formed demi-hulls 115. The ramp arrangement 300 extendsbetween the demi-hulls 115. The ramp arrangement 300 presents an outersurface 310.

The ramp arrangement 300 is moveable between a retracted position shownin FIG. 16 and a deployed position shown in FIG. 12. Both positions areshown in FIG. 34.

In the retracted position the vessel 100 is rendered seaworthy in thatlittle or no water can ingress into the inside of the hull through oraround the ramp arrangement 300, and the vessel can be operated safelyat normal operating speeds in water. In its retracted position, it isenvisaged that the ramp arrangement 300 will seal against the bow 101 ofthe vessel 100 in a watertight manner, and present an outer surfacesuitable for wave piercing.

To this extent, it is envisaged that at least one or more outer surfacesof the ramp arrangement 300 will be coplanar with a surface of at leastone, and preferably both, of the partly formed demi-hulls 115 when theramp arrangement is in its retracted position.

In its deployed position the ramp arrangement 300 facilitates ingressand egress from the vessel 100, preferably by extending forward as asubstantially horizontal (or declining or inclining) pathway 320 asshown in FIG. 13 that is suitable for people, vessels or vehicles totraverse.

The outer surface 310 is configured to complement the configuration ofthe partly formed demi-hulls to form a seaworthy outer hullconfiguration presenting as a plurality of fully formed demi-hulls. Inthis respect, the ramp arrangement 300 comprises a pair of demi-hullpart formations 370 formed on its outer surface 310.

When the ramp arrangement 300 is in its retracted position, thedemi-hull part formations 370 on the outer surface 310 of the ramparrangement 300 is configured to complement the configuration of thepartly formed demi-hulls 115 to form a seaworthy outer hullconfiguration presenting as a plurality of fully formed demi-hulls.

In the embodiments shown, the ramp arrangement 300 is movable betweenits retracted and its deployed position by a series of movements.Initially it is envisaged that a linear actuator such as a firsthydraulic ram (not shown) will cause a lower edge 340 of the ramparrangement 300 to be moved linearly forward (in a direction shown byarrows P in FIG. 34) on a sliding arrangement 372 relative to the vessel100. At this stage, another linear actuator in the form of a secondhydraulic ram 390 will actuate, causing the ramp arrangement to pivotaround a pivoting arrangement 330 about a horizontal pivot axis P alongthe lower edge 340 of the ramp arrangement 300. It is envisaged that thepivot axis P will be defined by a hinge mechanism 374. The lower edge340 of the ramp arrangement 300 is substantially aligned with the deck130. In another embodiment not shown, it is envisaged that one hydraulicram may able to move the lower edge ramp arrangement 300 forwardlinearly as well as pivotally, in order to reduce weight and complexity.

At least the inner surface 312 of the ramp arrangement 300 is envisagedto be planar in configuration to provide a flat surface for ingress oregress from the vessel 100.

In the preferred embodiment shown, the ramp arrangement 300 comprisestwo sections, notably a bow section 350 and a cover section 360. The bowsection 350 and a cover section 360 are movable relative to each otherin a pivotal manner about a pivot axis S between a folded position inwhich cover section 360 is at an acute angle to the bow section 350 andan aligned position in which the cover section 360 and a the bow section350 present a substantially aligned pathway for ingress and egress toand from the vessel 100. Pivotal movement of the bow section 350relative to the cover section 360 is driven by a linear actuator in theform of a third hydraulic ram 355.

It is envisaged that as the ramp arrangement 300 moves between itsretracted position and its deployed position, the cover section 360 andthe bow section 350 can be simultaneously moved between their foldedposition and their aligned position respectively, to thereby extend thelength of the 320 pathway provided by the ramp arrangement 300 in itsdeployed position. Alternately the cover section 360 and the bow section350 can be independently controlled to move between their foldedposition and their aligned position.

When the cover section 360 is in its folded position relative to the bowsection 350, and the ramp arrangement is in its retracted position, thecover section 360 is configured to cover the front part of the bow 101of the vessel 100 to prevent water surging over the front of the bow 101and onto the deck 130, thereby rendering it more seaworthy.

In its deployed position, the cover section provides a longer overalllength to the ramp arrangement, thereby reducing the inclination ofingress/egress. This is especially important as the vessel will includea “kneeling” capability when it is out of water (when the suspension isnot engaged as will be explained below) to reduce the angle ofinclination of the ramp arrangement for ingress/egress, and/or to levelthe vessel on an inclined surface such as a beachfront if required.

In its deployed position, it is envisaged that the ramp arrangement 300can be configured to extend to a position in which the foremost point ofthe cover section 360 is below the water line 119 of the vessel 100.

As may be seen in FIG. 10, the partly formed demi-hulls 115 eachcomprises an upper surface 116, that encloses an enclosed region (notshown) within the demi-hull. It is envisaged that his region will besealed, thereby creating at least two or more watertight enclosedregions within the hull 110, making the vessel 100 more difficult tosink. Further, it is envisaged that the vessel will have enough reservebuoyancy and freeing ports etc to satisfy the rules and regulations tomaintain safety of the vessel.

Each of the partly formed demi-hulls 115 comprises a recess 113 in oneor more selected from its upper surface 116 and its inner surface 114.The recess 113 is aligned with the level of the deck 130 to therebyincrease the effective width of the deck 130.

The width of the pathway provided by the ramp arrangement 300 isenvisaged as being wider than the width of the deck 130 without theadditional width provided by the recesses 113. The additional effectivewidth of the deck 130 provided by the recesses 113 allow the widerpathway provided by the ramp arrangement 300 (which extends beyond theinner surfaces of the partly formed demi-hulls 115) to be takenadvantage of. An effectively wider pathway is provided for ingressand/or egress of persons, vehicles or vessels (the ‘cargo’) to and fromthe vessel 100, and a wider area is provided for receiving and storingthe cargo, at least in the first zone 140, and preferably also in thesecond zone 150.

In a further aspect, (and as shown in the embodiments in FIGS. 10 to 34)the vessel 100 is an amphibious vessel 100 and further comprises fourmotive pods 200. Each motive pod comprises a set of wheels 200 in theform of ten pairs of wheels 201, each running on a track arrangement 210comprising an endless track formation 211.

Each motive pod 200 is associated with a hull recess 220 in the hull 110or partly formed demi-hull 115, as the case may be.

Each motive pod 200 is deployable between a deployed position (shown inFIG. 16); and a stowed position (shown in FIG. 21) by a deploymentmechanism 230.

In its deployed position the vessel 100 is movable on the motive pod 200over land or shallow banks or reefs in water. In its stowed position themotive pod 200 are stowed for use while the amphibious vessel 100 istravelling in water.

A deployment mechanism 230 is associated with each motive pod 200. Thedeployment mechanism 230 is configured for moving a motive pod 200between its deployed position and its stowed position as will bedescribed below

It is envisaged that in another embodiment (not shown), a singledeployment mechanism 230 could be configured for deploying more than onemotive pod 200. For example a central deployment mechanism could bedeployed in the hull between two motive pods, that can actuate bothmotive pods to deploy.

The deployment mechanism 230 comprises a horizontal translationmechanism 240 and a lowering mechanism 250.

The horizontal translation mechanism 240 is configured to move a motivepod 200 between a proximal condition (shown in FIG. 27a ) and a distalcondition (shown in FIG. 27b ). When a motive pod 200 is in its proximalcondition, it is at least partially, and preferably fully, received intothe hull recess 220; and when the set of wheels 220 is in its distalcondition, it is located more distally of the hull 110 relative to theproximal condition (i.e. extended further from the outer sides 117 ofthe hull 110).

In the embodiments shown, the motive pods 200 are deployed distally oroutwardly from the hull 110. However, it is envisaged that where two ormore catamaran-type demi-hulls 115 are used, the motive pod 200 could bedeployed proximally or inwardly of the outer demi hulls from an innersurface 114.

The horizontal translation mechanism 240 comprises a moving member 242linearly movable on a telescoping arrangement 246, which includes a legstub axle 248. The moving member is moved by a linear actuator in theform of a hydraulic ram 244 which pushes or pulls the moving member 242into or out of the hull recess 220. The moving member 242 comprises endstop formations 243 a& b (shown in FIGS. 57A and 57B) for preventing thelinear actuator form pushing out too far or pulling it in too far. It isenvisaged that in a preferred embodiment, the moving member 242 will belockable in position by a locking mechanism (not shown) so as not torely solely on the linear actuator for holding it in position. In apreferred embodiment, the locking mechanism will be manually operablefrom the deck as a safety backup, and preferably through hatches in thedeck.

The pivot member 252 is preferably configured when in the deployed anduse condition to gain lateral support from the hull of the vessel. Ahull contact plate 296 as seen in FIGS. 57a and 57b is shown provided aspart of the hull and against which the pivot member can bear. Thisprovides further rigidity to the pivot member 252 and prevent the pivotmember from flexing towards the hull centreline. The pivot member 252may have an extension portion that when in the deployed and usecondition extents above the pivot axis A and may likewise bear againstthe hull. This extension portion providing further rigidity to the pivotmember 252 and prevent the pivot member from flexing away from the hullcentreline.

In addition or alternatively a lateral movement prevention feature maybe provided by the hull and/or the pivot member. This may be a lip orscallop or other registration feature located to allow the such tobecome registered when the pivot member is fully deployed and thenensure the pivot member is captured at least in one lateral direction,relative the hull. An angle bracket 297 may be provided protruding fromthe hull to allow the pivot member to register therewith as seen in FIG.57 c.

The motive pod 200 is supported by a guide arrangement in the form oftelescoping tubes 245 as shown in FIGS. 27a, b & c. The telescopingtubes 245 preferably have a generally rectangular cross section and arehollow, however it will be appreciated that many differentconfigurations and shapes are possible in other embodiments. It isenvisaged that many other guide- or track-like supporting configurationsare possible for supporting the motive pods 200 in an extendable mannerwhen they are being moved at least laterally. Examples include laddertype configurations, I-beams configurations, or any other suitableengineering choice. The deployment mechanism 230 further comprises alowering mechanism 250 for moving the motive pod 200 between a lowerposition in which the lowest point of motive pod 200 is lower than thehull 110, to thereby allow the vessel to be moved over land on themotive pod 200, and an upper position in which the motive pod 200 islocated in a position suitable for lateral movement into the hull recess220.

In the preferred embodiment shown, the lowering mechanism 250 lowers themotive pod 200 by pivoting them on a pivoting member 252 around pivotaxis A via pivot joint 253. A linear actuator in the form of a hydraulicram 254 drives the pivoting movement of the pivoting member 252 about ahorizontally oriented pivot axis A. Pivot axis A is orientedsubstantially transversely to the longitudinal direction or length ofthe amphibious vessel 100.

In a preferred embodiment shown in FIGS. 55a-55g and 39-52, oneembodiment of an aligning mechanism 255 is shown. The aligning mechanism255 serves to align the motive pod 200 with the hull recess 220 formovement into its stowed position when the lowering mechanism 250 ismoving from its lower position to its upper position. The aligningmechanism 255 further serves to align the motive pod in a suitableposition for use in its deployed position as the lowering mechanism 250is moving from its upper position to its lower position.

The aligning mechanism comprises a stop member 256 that is located onthe pivot member 252, as well as a receiving formation 257 that receivesa free end of sliding elongate member 258 through it in a linearlysliding fashion. The receiving formation 257 is also connected to thepivot member 252 in a pivoting fashion by a pivoting joint 257 a.

An opposed end of the sliding elongate member is pivotally connected tothe motive pod.

The pivot member 252 is connected to the motive pod 200 asymmetricallyvia a pivot joint 251 to pivot about pivot axis B (shown in FIG. 40),and without any other structural connections, so that the unbalancedweight of the pod 200 hanging freely causes the front end of the motivepod 200 to dip downwardly under gravity when the pod 20 is in itsdeployed position without contact with a floor surface (as shown in FIG.39). This causes the sliding elongate member 258 to be pushed up ward asfar as it can go through the receiving formation 257. When the loweringmechanism 250 is in its lower position, the sliding elongate member 258is distanced far enough from the stop member 256 so that it does notmake contact with the stop member 256 (as shown in FIG. 39).

However, as the lowering mechanism 250 is moved towards it upperposition by pivoting of the pivot member 252 about pivot axis A (shownin FIG. 39) via pivoting of pivot joint 253, the free end of the slidingelongate member comes closer to the stop member 256. Eventually, thefree end of the sliding elongate member 258 makes contact with the stopmember 256. Further movement of the lowering mechanism 250 towards itsupper position by further pivoting of the pivot member 252 about pivotaxis A will cause the stop member 256 to push on the free end of thesliding elongate member 258, causing it to rotate the motive pod 200about the pivot joint 251 relative to the pivot member 252. As thelowering mechanism 250 is further moved to its upper position, themotive pod is pivoted about the pivot joint 251 to align correctly forbeing received into the hull recess 220 by horizontal translation (asshown in FIG. 51). This operation is shown as a series of steps insequence in FIGS. 45-52.

The reverse of this sequence is carried out in preparation for beachingthe vessel 100 as shown in the sequence of FIGS. 35-45. It is envisagedthat the deployment mechanisms can be operate independently of eachother. This will allow for usage of the vessel 100 in many formats. Onesuch format is in a “kneeling” position as shown in FIG. 54 tofacilitate the reduction of the ramp access angle. Another alternativeuse is to only use the front motive pods to make contact with the seabedas shown in FIG. 53.

In order to drive the motive pod 200, it is envisaged that one or moreof the motive pods 200 will be provided with a drive transmission (notshown) for driving movement of at least one wheel of the motive pod 200.Motive pods 200 are envisaged to be driven by hydraulic drive units (notshown) incorporated into the motive pods 200. Such hydraulic drive unitsare known, and the specific workings will not be discussed in thisspecification. However, such hydraulic drive units are envisaged asbeing similar to those found on small to mid-sized excavators. Also, itis envisaged that the hydraulic drive units will have quick releasehydraulic couplings (not shown) for convenient removal for maintenanceand the like.

It is envisaged that one or more of the motive pod 200 can be driven bya drive transmission. In the embodiments shown, each of the motive pods200 are driven by an auxiliary diesel motor (not shown) powering ahydraulic power pack (not shown) located on the vessel. A pressurisedhydraulic line extends to a hydraulic drive unit in a motive pods topower it.

Alternately, in other embodiments, mechanical transmissions areenvisaged, however, such transmissions are expected to increase overallweight of the vessel and reduce its seaworthiness.

It is envisaged that in alternative embodiments, separate prime movers(not shown) could be provided for each or any of the motive pods 200.

The amphibious vessel 100 also comprises a control system (not shown)for controlling the steering and/or drive of the motive pods 200. It isenvisaged that the steering of track arrangements 210 could becontrolled by controlling the drive to alternate and/or adjacent tracksso that they move at different speeds, thereby causing the vessel 100 toturn (i.e. “skid steering”).

Alternately, the steering could be controlled by changing the angularorientation of at least one or more wheels 201 in a motive pod 200 in amore conventional steering configuration. In one embodiment, the angularorientation of an entire motive pod may be changed (e.g. similar to thesteering operation of a snow mobile).

Steering will preferably be carried out by means of a steering wheel(not shown), preferably located on the deck 130, although in otherembodiments it is envisaged that steering and/or control of the vesselcould be carried out by one or more selected from a steering wheel, atleast one or more joysticks and foot pedals. In a preferred embodiment,steering of the vessel on land (e.g. a pair of joysticks controllingtrack movement) is carried out on separate controls from the controlsused for steering the vessel at sea (e.g. a steering wheel moving arudder).

Further, the control system may be adapted and configured to provide forsets of motive pods to be driven, in order to provide for two or fourpod steer (for example if the two left hand pods move forward, while thetwo right hand pods move backwards).

While a plurality of wheels 201 are shown in the embodiments for eachmotive pod 200, it is envisaged that for smaller boats, only one wheel201 could be used per motive pod 200. Also, combinations of one or morewheels 201 per motive pod 200 together with sets of wheels 201 with orwithout associated track arrangements 210 could be provided per motivepod 200. For example one central set of wheels 201 could be provided atthe bow 101, and two sets of wheels each with associated trackarrangements 210 could be provided towards the stern 102.

Hull recess covers 260 are also provided. These are for covering thehull recesses 220 when the motive pods 200 are in their stowed position,and are configured to reduce drag on the amphibious vessel 100 when thevessel is moving through water. The hull recess covers also protect themotive pods 200 from the environment, and provide an enclosed space formore effective flushing (as will be described below).

The hull recess covers 260 are movable by a moving mechanism 270 betweena covered position shown in FIGS. 21 and 22 in which the hull recesscover 260 covers all or most of the hull recess 220, and an uncoveredposition shown in FIG. 25, in which the associated motive pod 200 ismovable between its deployed and its stowed position. It is envisagedthat the moving mechanism may be driven by a powered means such as anelectric motor, or manually by means of a lever (not shown).

In the embodiment shown in FIG. 18, the moving mechanism 270 is apantographing mechanism 272 that allows the hull recess cover 260 to bemoved between their covered position to their uncovered position whileretaining a similar alignment. The pantographing mechanism 272 iscoupled to the telescoping member 246 by a tie rod (as shownschematically as line L in FIG. 18), so that it operates automaticallywhen the horizontal translation mechanism 240 operates. This means thatthe moving mechanism 270 is in effect operated by the hydraulic ram 244of the horizontal translation mechanism 240, and will firmly seat thehull recess cover 260 over the hull recess 220. This will also reduceweight of the moving mechanism 270.

It also allows the hull recess cover 260 to be retracted well out of theway, and abutted against the hull above the hull recess 220.

In the preferred embodiments shown, the hull recesses 220 are disposedabove the waterline 119 of the vessel 100 when the vessel is movingthrough water. This helps prevent corrosion of the motive pods 200 andtheir associated deployment mechanisms 230.

To further facilitate the reduction of corrosion, there is provided aflushing system (not shown) for flushing water from a fresh water source(not shown) through the hull recesses 220.

The flushing system preferably comprises connector formations in theform of a hose connector for connecting the flushing system to a freshwater source. Water from the fresh water source is then guided through aconduit to one or more nozzles that are configured for spraying at leastmotive pod 200 and its associated deployment mechanisms 230 with freshwater. Such an exercise is envisaged after the vessel 100 has been usedin corrosive conditions such as seawater, and for general maintenance.It is envisaged that a flushing system could be provide for each hullrecess and its associated motive pod 200, or one flushing system couldautomatically direct flushing water to flush all of the hull recesses220 at once.

It is envisaged that the motive pods 200 will be coupled to hullstructure 112, which provides a region for secure coupling of the motivepods 200.

The motive pods 200 each comprise a suspension arrangement 280 foroperably (at least partially) reducing forces acting on the hullstructure 112 by dissipating and/or damping the forces acting on themotive pods 200. In a preferred embodiment, the suspension arrangement280 comprises a swing arm in the form of the pivot member 252 and aresilient member in the form of an air spring 286.

In a preferred embodiment, the suspension arrangement 280 is selectablebetween an engaged condition in which the suspension arrangement isoperable; and a disengaged condition in which suspension arrangement isnot operable when the motive pods are in their deployed condition.

The suspension arrangement 280 is selectable between its engagedcondition (shown in FIG. 27c ) and disengaged condition (shown in FIG.27b ) by movement of the horizontal translation mechanism 240. Inaddition to the horizontal translation mechanism 240 being moveablebetween a proximal condition shown in FIG. 27a and a distal condition,it is also moveable between a suspension engagement position shown inFIG. 27c in which the suspension arrangement 280 is in its engagedcondition, and a suspension disengagement position shown in FIG. 27b inwhich the suspension arrangement 280 is in its disengaged condition. Thesuspension engagement position and suspension disengagement position ofthe horizontal translation mechanism 240 both coincide with thehorizontal translation mechanism 240 being in a distal condition, but todifferent extents.

Movement of the horizontal translation mechanism 240 to its suspensionengagement position shown in FIG. 27c causes internal sleeve 282 whichhas a key formation 284 a (shown in FIG. 27) to key into a correspondingkeyway 284 b on a leg stub axle 248 that is part of the telescopingarrangement 246. It is envisaged that the keyway 284 b will only be ableto be engaged by the key formation 284 a when the pivot member ispivoted to its lowermost position.

As the key formation 284 a engages with the corresponding keyway 284 b,a swing arm 288 (shown in FIGS. 26 and 33) is engaged. The swing arm 288thus becomes movable about axis A with the pivot member 252. The airspring 286 is then activated and the hydraulic ram 254 is set into a“float” mode in which it is freely movable, but acts as a spring damper,while the air spring 286 provides resistance to rotational movement ofthe pivot member 252 about axis A.

As the swing arm 288 moves about pivot axis A, it acts on air spring286, to push it against a member of the telescoping arrangement. As theair spring 286 is compressed, it pushes back against the swing arm toprevent collapse of the pivot member 252 to drop the vessel.

Similarly, movement of the horizontal translation mechanism 240 to itssuspension disengagement position causes the decoupling of the swing arm288 from the pivot member 252 to thereby disengage the suspensionarrangement to its disengaged condition. The air spring is deactivated,and the hydraulic ram 254 is set to a “controllable” mode in which thelength of the hydraulic ram 254 is individually controllable. In thisway, the hydraulic ram 254 is no longer acting as a damper.

In one embodiment, it is envisaged that the motive pods 200 can comprisea comprises a quick release mechanism (not shown), whereby the motivepods are at least partially disengageable from the deployment mechanism,and in particular one or more of the hydraulic rams 244 and 254, toenable the motive pods 200 to be manually maneuvered from the hullrecesses 220. The quick release mechanism could comprise at least one ormore quick release pins or any suitable mechanism.

Where in the foregoing description reference has been made to elementsor integers having known equivalents, then such equivalents are includedas if they were individually set forth.

Although the above features have been described by way of example andwith reference to particular embodiments, it is to be understood thatmodifications and/or improvements may be made without departing from thescope or spirit of the present disclosure.

In addition, where features or aspects of the present disclosure aredescribed in terms of Markush groups, those skilled in the art willrecognise that the features of the present disclosure are also therebydescribed in terms of any individual member or subgroup of members ofthe Markush group.

The invention claimed is:
 1. A vessel comprising: a. a plurality ofdemi-hulls each having a bow, each bow formed of an inboard wavepiercing surface and an outboard wave piercing surface, that meet at aforward edge, b. a ramp arrangement extending between the demi-hulls, i.the ramp arrangement having a ramp middle surface and ramp outersurfaces that are angled with respect to the ramp middle surface; ii.the ramp arrangement being moveable at least between a retractedposition and a deployed position in which the ramp arrangementfacilitates ingress and egress from the vessel, and c. a deck extendingbetween the inboard wave piercing surfaces of the demi-hulls, wherein inthe retracted position the outer surfaces of the ramp arrangement extendfrom the ramp middle surface and engage with the demi-hulls so that theramp outer surfaces form a section of the inner wave-piercing surface ofeach of the demi-hulls, and the ramp middle surface forms a section ofthe deck, the ramp arrangement presenting a pathway for ingress andegress from the vessel in the deployed position, where the width of thepathway provided by the ramp arrangement in the deployed position iswider than the deck.
 2. A vessel as claimed in claim 1, wherein when theramp arrangement is in its retracted position, the ramp arrangementengages with the demi-hulls to provide a waterproof outer hull.
 3. Avessel as claimed in claim 1, wherein the ramp arrangement is movablebetween its retracted and its deployed position at least partially bypivotal movement.
 4. A vessel as claimed in claim 1, wherein the ramparrangement is movable between its retracted and its deployed positionat least partially by pivotal movement about a pivoting arrangement ator towards a lower edge of the ramp arrangement.
 5. A vessel as claimedin claim 1, wherein in its deployed position, the ramp arrangement iscapable of presenting a substantially horizontal surface to facilitateingress and egress from the vessel.
 6. A vessel as claimed in claim 1,wherein the ramp arrangement comprises a plurality of sections movablerelative to each other.
 7. A vessel as claimed in claim 1, wherein theramp arrangement comprises a bow section and a cover section, andpartially formed demi-hulls that extend from the bow section.
 8. Avessel as claimed in claim 7, wherein the bow section and the coversection are pivotably movable relative to each other.
 9. A vessel asclaimed in claim 7, wherein the cover section and the bow section areconfigured to be movable relative to each other between a a. foldedposition in which cover section is at an acute angle to the bow section;and b. an aligned position in which the cover section and a the bowsection present a substantially aligned pathway for ingress and egressto and from the vessel.
 10. A vessel as claimed in claim 1, wherein theramp arrangement seals against the bow of the vessel in its retractedposition.
 11. A vessel as claimed in claim 1, wherein at least one ofthe demi-hulls comprises an upper surface, thereby enclosing an enclosedregion within the demi-hull.
 12. A vessel as claimed in claim 1,wherein, each demi-hull comprises an upper surface enclosing awatertight enclosed region.